Improvement in hoisting-machines



A SSheets-SheetL F. G. IIESSL.

HUNTING-MACHINE (HYDRAULIC.) No. 191,529. y Patented .Tune 5,1877.

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F. G. HESSE.

Hmmm-MACHINE (HYDRAULIC.) 191,529.

Patented June 5,1877.

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3 Sheets-Sheet 3. F. al. HEssE.

\ HorsTI -MAGHIN HYDRAULIC.) N0.191,5Z9'. Patented June 5,1877.

UNITED STATES PATENT OFFICE.

FREDERICK G. HESSE, OF OAKLAND, CALIFORNIA.

IMPROVEMENT IN HOISTING-MA'CHINES, (HYDRAULIC.)

Specification forming part of Letters Patent No. i9 [,529, dated June 5,1877 application tiled March 30, 1877.

To all whom it may concern.'

Be it known that I, FREDERICK G. HEssE, of Oakland, in the county ofAlameda and State of California, have invented certain new and usefullImprovements in Hoisting-Machines, which improvements are fully setforth in the following specification, reference being had to theaccompanying drawings, in which- Figure 1 is an elevation of my improvedhoisting-machine. Fig. 2 is a top view ofthe same. Fig. 3 is a rearvertical central longitudinal section of the valve-gear of my turbinewheel which operates the hoisting apparatus. Fig. 4. is a verticaltransverse section of the same. Figs. 5, 6, 7 are horizontal sections indifferent positions of the auxiliary valve for the operation of thevalve-gear. Fig. 8 is a top view of the main valve. Fig. 9 isa verticalcentral section through the motor, brake, and stopping Vmechanism of myimproved hoisting-machine. Fig. 10 is a top View of a friction-clutchcoupling, whereby the turbine wheel and brake mechanism are conneeted.Fig. ll is a vertical central section of the same. Fig. 12 is ahorizontal section of a valve forming part of the brake mechanism. Fig.13 is a horizontal section of the same valve at a higher elevation andthrough its in- 1ct-ports. Fig. 14 is an elevation of the said valve.Fig. 15 is a vertical central section of the bearing and centering armof the turbine and brake wheel shafts. Fig. 16 is an enlarged diagram ofmyimproved friction-clutch used for coupling the turbine shaft with thecentrifugal water-brake below. Fig. 17 is a similar diagram,illustrating the old mode of construction; and Fig. 18. is a sectionaldiagram, illustrating the course of the water in the centrifugalwater-brake when the regulating-valve is lifted.

The nature of my invention consists in eertain constructions,combinations, and arrangements ot' parts, hereinafter described andspecifically claimed, whereby a hoisting-machine withautomatically-adjustable supply of water-power with an automatic brakeand with a friction-stoppage is produced, which., by its compaetness, isespecially suitable for establishments where the scarcity of roomnecessitates economy, and which, as a substitute for steam-hoistingmachines, avoids the danger of re, explosion, damage to walls and roofsby exhaust steam, and expense for fuel and en ginecrs wages.

The object of my invention is, first, to regulate or adjust the supplyof water to the motor according to and through the weight to be liftedthereby during the operation of lifting; second, to regulate theabove-regulated supply according to the existing head or pressure, whichin most eases is variable, and especially so when the said supply isobtained by means of public water-works, whereby ordinarily-constructedhydraulic hoisting apparatus is often rendered inoperative.

In the drawings, A represents the main shaft of a turbine wheel, B,which, by means of pinion Gand the intermediate geared wheels D D1 D2,drives the cable-drum E with the cable X upon it. Water is admitted tothe wheel B by means ot' a swinging valve, G, through one end g of whichthe main shaft A is passed, and the other end Gl of which forms a sectorof an annulus, and has near its one end an opening, g, with a number ofguideplates, g2, directly above the wheel B. The said valve G is littedupon the bottom F ofits chamber G2, and has a port,f, corresponding insize and shape with the valve-opening gl, through which opening f wateris permitted to pass to the wheel below. By swinging the valve forwardor backward the port f is either opened or closed, and thus the wheel Bis either started or stopped.

The valve G is operated from a piston, H, within a cylinder, I, by meansof a pin, h, fastened to the said piston, and projecting into a slot,g3, in the valve G. The cylinder I has a slot, t', through which the pinh. passes, and by which the full stroke of the piston H is determined,the piston vbeing of sui'ieient length to cover the slot i at anyposition of the piston. The cylinder I is suitably closed at the ends inthe manner of a steam-engine cylinder, and it has two pipes, Il I2, forthe purpose of communication between the extreme ends of thecylinder-space and a reversing and exhaust valve, J, above the inlet Jl. The inlet J1 and the cylinder I are, in practice, all united with thetop K ofthe valve-chamber G2, which contains the valve G, by being castin one piece. The top K and bottom F are fastened together, and securedaround the main shaft A by means of a sleeve, L, with a stepped head, l,above, and a screw-thread, l', below.l screwed into the said bottom.Near their periphery the said top K and the bottom F are fastenedtogether, and upon the top flange of a cylinder, M, by means of screwsL'. The valve J is a rotary valve, and is secured by suitable means toits valve-seat J2, and is operated by a pulley, J 3, and a cord, j. Itisprovided with a vertical port-hole, j, which opens into thcvalve-chamber G2, and has a horizontal branch, jz, on the same levelwith the ports i ti2 of the pipes 1 12 in the valve-seat JZ. Oppositethe branch j the valve J is provided with a channel ,j3, and oppositethe ports t" i2 the valve- Seat J2 is provided with an exhaust-port,j.

The arrangement of the ports t" izj* and the channel jf and branch j2 issuch that, when water is supplied to one end of the cylinder I, theother is exhausted, and vice versa, and that, when both supplies are cntoi' or closed, the exhaust is also closed, as Figs. 5, 6, 7 fullyrepresent. Thus, by turning the valve J one way or the other, the pistonII will be moved correspondingly, and thereby the valve G will eitheropen or close the port-holefwith the above-stated results to the wheelB. The piston H has a piston-rod, H', with a fixed collar, h', outsidethc cylinder l. Behind the said collar h the end of an arm, N, encirclesthe piston-rod, and the said arm has a sleeve, N1, which slides upon afixed rod, N2, arranged parallel with the piston-rod. A pin, n, on thesleeve Nl serves to receive motion, by means of a slot, o, in the endofa lever-arm, 0, which, with another arm, Ol, slotted at o, forms acrank-lever, 02, with a fixed f'nlcrum, o2.

The piston-rod H has to be very loosely encircled b v the arm N, so asto prevent jamming by friction during the independent movements of thesaid parts, as hereinafter described. The sleeve N' is to he iliade longenough to prevent its becoming locked between its extreme corners andupon the rod N2. The hoisting-cable X passes from the drum E toward andover the pulley p fastened to the forked vertical arm P of acrank-lever, P2, which has a horizontal arm, l, and fixed fulcrum-standp. The arm Il extends toward the crank-lever O2, and is provided with anadjustable sliding head, P4, with a set-screw, p2, and a pin, p3, whichlatter passes through the slot o1 of the crank-lever 0". The arm l" isrigidly connected with a rock-shaft, P3, upon which the arm P is fitted,and kept steady by a set-screw, p5. 'lhe strain exerted by the hoistedweight upon the cable X tends to throw the lever-arm P' down, whichtendency may be partly counteraeted by a spring cushion or springbalance, l, attached to the said lever-arm, which might also be made toserve as an indicator of the weight supported by the cable. The changeof strain upon the cable e'ects a change of elevation ofthe end of' thelever-arm P, and, consequently, a change of position of the crank-lever02, which in turn moves the sleeve N1 and arm N either forward orbackward, thereby allowing the collar h and the therewith-connectedpiston 1I more or less length of stroke, with the fina-l result of moreor' less opening the port-holef, and furnishing a proportionate amountof water to the wheel B.

The sliding head P4 may be moved nearer to or farther from thecrank-lever 02 to meet the requirements of a change in the pressure ofthe supply-water by a change of position of the arm N, and theconsequent change of position of the main valve G. The said movement orchange of position of the slidin g head P4 is done by hand, andaccording to observations lnade in regard to the operation of thehoisting machinery under a periodical change of pressure; and the effectof it is to allow a more or less copious supply in connection with thesaine conditions of automatic adjustment.

By this construction I obtain, under all circumstances, the exact amountof supplywater necessary for properly operating the hoisting apparatus,and all waste of the snpply-water, as it happens with machines ofordinary construction, is avoided.

To facilitate the adjustment of the sliding head I4 the part of thelever l" upon which it slides is provided with a scale, p4, graduatedaccording to the different amounts of' pressure prevailing at thedifferent times ot' the season. The foot of the main shaft A has aspindle-bearing. a, in the upright shaft Q of a brake-pulley, Q. Thispulley Ql has a cylindrical rim, q, upon which the heads q1 of twoforked levers, Q2, impinge. Each lever Q2 is provided with a slot, q2,and a fulcrumpin, g3, which latter are fastened to the ends of twoparallel arms, Q4, between which the levers Q2 are placed.

The arms Q4 are provided with a hub, Q, which freely revolves around thehub of the pulley Q, and has two lugs, g4, whereby the back swing of thelevers Q2 is limited.

AThe turbine-wheel Bis provided wi th a couple of downward pins, b,which enter the slots q2 of the levers Q2, and thereby operate them.

When the turbine-wheel B moves forward the pins b keep the levers Q2against the lugs g4 and the heads q1 oft' the rim qof the pulley l Q1,consequently the pulley Q* is not moved. \Vhen,.inlowering,theturbine-wheel is moved backward, the pins b press the leversQ2 to ward the 1arms Q4 and the heads q1 against the rim q, inconsequence whereof the pulley Q1 is tightly clutched and caused torevolve with the turbine wheel.

ln Fig. 16 I have illustrated the principle of the described clutch,which differs from the ordinary method of construction chiefly in theimpinging angle. The said angle is obtained by drawing a tangent, X atthe point of impingement a' to the inner surface of the rim q, and thento draw a straight line,x Y, from the said point x through the fulcrumg3 of the lever Q2. The so-formed angle of impingement X mY is aboutthirty-five or forty degrees, while in the ordinary construction, asrepresented in Fig. 17, the angle -of impingement X .fr Y is almostequal to a right angle. In the latter case the pressure at fr upon therim q is generally excessive, and is attended by speedy wear of theclutch. The greatest elfect of my improved friction-clutch is secured bymaking the complement Y x Z of the angle of imping'emeut larger thanforty-five degrees. The slots Q6 of the levers Q2 should beradial, asseen in Fig. 16, when the clutch is operating, to be most effective.

.The pulley Q1 has a V-shaped horizontal rim, Q, at its base, upon whichthe head r of a f'riction or brake lever, lt, is fitted, and which hasits fulcrum r1 in a lug, R1, on the inner side of the cylinder M. Abracket, R2, fastened to the outside of the said cylinder, supports aweightedl'ever, r2, by means of a fulcrum, r3, and the lever z2 isfurther supported in a horizontal position by means of 'a screw, R3,which passes through the lower part of the bracket R2, and is, at itslower extremity, provided with a cord-pulley, r4. A vertical lug, T5, onthe lever r2, near its fulcrum, serves to force a thrust-pii1,r6,in atubular bearing, W, of the bracket R2 against the brake-lever It,whereby the motion of the pulley Q1 is either retarded or stopped. Byturning the screw R3 more or less by means of a cord, Irg, one or theother way, the friction of -the brake-lever R may be so adjusted as tolower the hoisting apparatus with the eiractv speed desired. The maximumfriction produced bythe weighted lever r2 is so regulated by the weightand its distance from the fulcrum of the said lever that a suddenapplication of full pressure ofthe brake cannot arrest the motion in soshort a space of time as to allow a dangerous strain to be thrown uponthe revolving parts.

The shaft Q, has a tubular bearing, s, on a bracket, S, which isfastened to a removable bottom, S1, of the cylinder M. The main bottom Mof the said cylinder has a spindlebearing, m, for the shaft Q. Thebottom Sl forms a chamber, S2, with the bottom M', which is subdividedby a horizontal disk, S3, supported by the removable bottom Sl by meansof stays s1, as shown in section in Fig. 12. The disk S3 is ot' smallerdia-meter than the lower part of the cylinder M, and has a horizontalvalve-seat, s2, around an opening, S3. The removable bottom Sl has atapering valve-seat, s, into which a valve, T, is inserted. The disk S3is connected, by means ot' radial arms S5, with a tubular bearing,S4,tted on the shaft Q.

The top of the valve T is a heavy solid disk, t. lhe valve proper is ahollow cylinder, T', provided with a horizo-ntal foot-bearin g, t1, anda conical bearing, t2, of larger diameter than the bearing tl. Betweenthe disk t and the bearing t2 the valve is provided with apertures t3,which open into the inner space of the valve. The disk t is alsoprovided with a tubular bearing, T', which is fitted and slides upon thebearings s and S4, and thereby guides the valve in its operation.

The lower subdivision of the chamber S2 is occupied by a winged wheel,U, which consists of a hub, u, fastened to the shaft Q, and a number ot'radial arms, u. The revolution ofthe wheel U imparts a rotary motion tothe water, which produces, by means of centrifugal action, a differenceof pressure at the outer circumference and center ofthe wheel U. Thispressure or centrifugal head extends throughout the upper part of thechamber S2, between S3 and S1, on account of thc stationary wings orstays sl, which prevent the rotation of the water, which would otherwisebalance the revolving column ot' water in wheel U, thereby preventingthe circulation desired. The weight of the valve T is so regulated as tobalance the pressure due to a given number of revolutions of the wheel Ucorresponding to the desired velocityV of descent of thehoistingplatform. A slight increase of the said speed will increase thepressure of the water and lift the valve. The lift of the valve providestwo outlets for the water between Sl and S, one at the upper valve-seats4, and the other at the lower valve-seat s2. The water passing upbetween the valve T and its upper valveseat s4 increases the volume ofwater upon the bottom Sl so that it begins to How through the openingst3 of the valve, and passes through its interior space and through theopenings s3of the disk S3, into the wheel U. The water which passesbetween the foot of the valve T and its lower valve-seat s2 passesdownward through the opeuin gs si into the wheel U. As soon as the valveT has left its valve-seats s2 s4 its area of pressure from below isgreatly reduced, as only the area below the bottom Sl is effective inholding the valve suspended. and consequently the pressure orcentrifugal head must be greatly increased to keep the valve suspended,and it is seen that thereby any excess of descending speed of thehoistingplatform is very quickly checked by a very small movement ofthevalve T. The cylinder M has a side opening, o, and a discharge-pipe, V.The saicLside opening o is at such elevation from the bottom Sl that thewater discharged by the wheel B cannot run oft' until it has filled thechamber S2 through the apertures t3 of the valve T.

Operation: Everythingbeingin readiness for raising the elevator, wateris admitted from a supply-pipe through the opening J1 into thevalve-chamber G2. The main valve Gr being closed, the operator pulls thevalve-cord j, and thereby turns the valve J in the position shown inFig. 6, permitting the water in the valvechamber G2 to enter thepassages y" j? of the valve J, and pass through the port li2 into thepipe 12, and thence into the cylinder I. The piston H is thereuponpushed toward the end of its stroke until the collar h comes in -contactwith the arm N, the position of which has already been determined by theweight upon the hoisting apparatus by means of the levers P2 and O2andtheir connecting parts. By the said movement of the piston H the mainValve G is so moved that its opening g comes to be above the opening fin the bottom F, and the water in the chamber G2 thereupon flows throughthe said openings into the wheel B. The wheel B now revolves with theproper speed and hoists the load. If the operator wants to stop, hepulls the eordj in the epposite direction, and thereby changes theposition of the. valve J into the position shown in Fig. 5, tlmsreversing the position of the piston H and closing the valve G.

The first backward movement of thc turbine wheel, caused by the load onthe hoisting apparatus, throws the heads q of the frictionclutch withinthe pulley Q against the rim q, and locks the turbine with the pulley Q,which latter is prevented from turning by the head r ofthefriction-stoppin g device. If the cord r is so pulled as to move thescrew R3 upward., the lever r2 is lifted and the head 'r freed fromstrain, by which action the turbine B revolves backward, and the load onthe hoisting apparatus is thereby lowered. In the latter case the speedof the apparatus is regulated by the centrifugal water-brake abovedescribed.

I may here state that in practice I provide my hoisting-machine, as nearthe main valve as practicable, with a very sensitive safetyvalve,whereby I avoid the bad consequence of a sudden shock upon the parts,caused by the quick closing of the said main valve.

What l claim as new, and desire to secure by Letters Patent, is-

l. Ahoistin g apparatus, in combination with a water wheel, the supplyof water to which wheel is regulated by the weight of the load upon thehoisting apparatus, substantially as set forth.

2. Ahoistingapparatus, in combination with an automatic centrifugalwater-brake, substan tially as and for the purpose set forth.

3. The combination of a hoisting apparatus with an automatic centrifugalwater-brake and an adjustable friction-stop, substantially as set forth.

4. The combination of the cable X, the levers P2 O2, the sliding arm N,and the piston H, having a collar, h', on its piston-rod, substantiallyas set forth.

5. The combination of the cord j, the valve J, having passages j* f2 j,the valve-seat J2, having ports il i2j, the valve-chamber G2, and thepiston H, substantially as set forth.

6. The combination of the piston I-I, having a collar, h', and a pin, h,and the valve G, substantially as set forth.

7. The valve G, having an opening, gl, and guide-plates g2, incombination with the bottom F, having an opening, f, and the piston H,substantially as set forth.

8. The wheel B, having pins b, in combination with the slottedlocking-levers Q2, the arms Q, the pulley Q1, the shaft Q, and the wheelU, substantially as set forth.

9. The shaft Q, having a wheel, U, in combination with the bottom S1,the disk S2, and the valve T, substantiallyas set forth.

10. The wheel B, having1 pins b, in combination with the locking-leversQ2, the arms Q2 the pulley Q, having the rims q and Q, thefriction-lever R, pin 1', and weighted lever r2, substantially as andfor the purpose set forth.

Witness my hand in the matter ot' my application for a patent for animproved hoisting-machine this 10th day of March, 1877.

Oakland, Alameda county, California, March 10, 1877.

FREDERICK GODFREY BESSE'.

Witnesses:

J. R. CAPELL, F. S. SUTTON, W. M. GRAHAM.

